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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Idaho Truck Parking Research Project</title>
      <link>https://trid.trb.org/View/2693717</link>
      <description><![CDATA[Truck parking issues stem from the lack of available designated parking at convenient locations, and Federal Hours of Service (HOS) regulations of the Federal Motor Carrier Safety Administration (FMCSA) that require drivers to rest at specific intervals. Truck parking capacity has not kept up with the demand, leaving truck drivers with few options at the end of their shift or while waiting for pick-up and delivery windows. The Idaho Transportation Department (ITD) Truck Parking Research Project aims to inform the Statewide Freight Plan and provide solutions and recommendations to solve current and future truck parking demands to support freight movement and Idaho’s overall economy. This report studies the truck parking challenges and requirements and reviews similar truck studies in other states and presents findings from interviews with the Freight Advisory Committee, the Trucking Advisory Committee, and other trucking stakeholders on specific truck parking hot spots and general systemic challenges throughout the state. Public and private truck parking locations and capacity are analyzed with the development of a comprehensive Idaho truck parking database which is used to assesses truck parking demand using truck probe GPS data from the American Transportation Research Institute (ATRI). Finally, the needs for truck parking facilities based on current utilization, current and future unmet demand, and operational and policy needs are presented along with truck parking investment recommendations.]]></description>
      <pubDate>Fri, 17 Apr 2026 11:54:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693717</guid>
    </item>
    <item>
      <title>Digital twin for managing the curb and reducing congestion</title>
      <link>https://trid.trb.org/View/2676005</link>
      <description><![CDATA[Curb space in dense urban cores is under intense pressure from e-commerce deliveries, service vehicles, ride-hailing, and passenger pick-up/drop-off. Without a data-driven view of curb regulations and heterogeneous delivery demand, cities face double-parking, spillback congestion, and safety conflicts. This project addresses the gap by creating an open-data-based digital twin that links curb regulations, observed curb activity proxies (differentiating between commercial and residential delivery behaviors), and network performance to support actionable curb management decisions.

This project is part of a larger project. The larger project is developing a proof-of-concept strategic curb digital twin to analyze curb demands and test curb management solutions. The digital twin will act as a virtual replica of a portion of downtown Los Angeles (DTLA), built using publicly available data to ensure the model is transparent, replicable, and directly useful to public agencies. This approach is centered on a transparent, agent-based simulation model. The research team will construct a high-fidelity virtual environment by integrating multiple open datasets and agency records, including geographic information system (GIS) road networks from the LA GeoHub, land use and business listings from DataLA, LADOT signal timing charts for realistic traffic control, and network details from OpenStreetMap. This allows the team to simulate crucial behaviors, such as a delivery driver’s search for parking calibrated using parking citation data, or a private car's decision process calibrated using open-source global positioning system (GPS) Exchange Format (GPX) data. This creates a reliable virtual testbed to evaluate various management strategies. The team can introduce and assess policies such as dynamic pricing for loading zones and passenger car parking, or time-of-day restrictions, and observe their combined effect on delivery efficiency and overall traffic congestion. The prototype will serve as proof-of-concept for this multi-agent simulation, establishing a foundational tool for holistic curb management.

This Phase 1 project focuses on freight deliveries and expands the larger project by introducing heterogeneity into freight delivery demands. Retail establishments may receive relatively large shipments and restaurants may receive daily shipments from multiple suppliers. Residents receive small package deliveries. Different types of deliveries imply differences in delivery vehicle dwell time, demand for a nearby parking space, and delivery route configurations. The team will use land use, employment, and demographic data to generate freight delivery demands. The team then classify these demands based on stop dwell times and commercial vs residential, because of the temporal differences in these demands. The different demands are operationalized as different agents within the model.]]></description>
      <pubDate>Tue, 03 Mar 2026 16:23:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676005</guid>
    </item>
    <item>
      <title>A Quality-Driven Approach to Engineering Sign-Off for Software and Robust Product Development</title>
      <link>https://trid.trb.org/View/2663438</link>
      <description><![CDATA[Automotive Product Development is a very complex process involving many functions across the organization along with the application of numerous technologies. Generally, most original equipment manufacturers follow a stage-gate process for any new product development. The increasing application of electrical and electronic systems, software and enhanced regulations focusing on overall safety of the eco-system further increases the complexity during development. This paper details the development and implementation of a comprehensive framework designed to enhance the quality and governance of the product development in the automotive industry. As the sector undergoes significant transformation, the need for structured development approach and robust oversight has become critical to success. The paper introduces a newly developed framework for Final Data Judgment (FDJ) and Engineering Sign-Off (ESO), representing a next-generation strategy towards defect free design, robust engineering quality management and product maturity assurance. This methodology emphasizes customer-centric deliverables, risk-based assessments, and technical rigor to minimize post-SOP issues and ensure alignment with end-user expectations.The approach prioritizes end-user impact by embedding rigorous quality checkpoints that align engineering outputs with customer expectations. Key elements in this framework include vehicle application-specific signoffs, critical risk identification through DFMEA, requirements management, issue management, component /vehicle level validation, comprehensive feature/function finalization, software validation and laboratory vehicle testing, Importantly, the framework integrates deliverables from critical safety standards—Functional Safety (ISO 26262) and Cybersecurity (ISO/SAE 21434)—with formal assessments embedded at designated review gateways. To further strengthen software assurance, a dedicated Software Quality Gate assessment derived using ASPICE (Automotive Software Process Improvement and Capability Determination) framework has been instituted, establishing structured criteria for software verification, traceability, and process maturity.A pivotal enabler of this approach is the digitization of FDJ/ESO processes within the Requirements Management and Design Verification Validation (RMDVV) tool, enabling centralized data governance, real-time status, and full traceability across stakeholders. This paper demonstrates how the proposed framework drives continuous improvement, elevates product reliability, and aligns with enterprise goals of zero unscheduled service visits and best-in-class customer satisfaction. By embedding stringent checkpoints and digital tools, this process fortifies governance, ensuring alignment with organizational goals to meet elevated standards for quality and reliability.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663438</guid>
    </item>
    <item>
      <title>OpenRoad Link: A Public-Private Data Exchange for Safer, Smarter Trucking </title>
      <link>https://trid.trb.org/View/2646948</link>
      <description><![CDATA[Work zones, lane closures, and traffic incidents significantly impact roadway safety and efficiency. When lanes are blocked due to construction, crashes, or other disruptions, roadways no longer function as designed—leading unexpected congestion, increased crash risk, and reduced operational reliability. Many work zones are established to perform critical maintenance on aging infrastructure—essential to improving durability and extending the service life of roadways—but they also introduce temporary risks and delays that must be better managed.  Effects of lane blockages are particularly severe for commercial motor vehicles (CMVs), which require more time and space to slow or reroute and are subject to strict hours-of-service regulations that make delays especially costly. 

This project proposes to develop and evaluate a data exchange framework—OpenRoad Link—to integrate and share real-time lane closure, work zone, and incident data from the Oklahoma Department of Transportation (ODOT), the Oklahoma City and Tulsa Traffic Operations Centers (TOCs), and other key transportation and traffic enforcement partners. To build this framework, the project will first identify and assess the roadway data already collected and shared by these agencies, as well as the types of information currently accessible to the CMV industry through private telematics platforms. Building on national standards such as the Work Zone Data Exchange and SAE J2735 (the standard message set for vehicle-to-everything communications), the project will extend the data scope to include lane-blocking crashes, maintenance activities, and other short-term or unplanned restrictions not currently emphasized in existing feeds. Through collaboration with ODOT, city TOCs, and trucking industry partners—including a pilot with a major trucking company such as ABF—the project will demonstrate the delivery of curated, high-value information directly to in-cab devices or fleet management systems.  

Key tasks will include identifying and cataloging roadway and incident data currently collected by the Oklahoma Department of Transportation (ODOT) and the Traffic Operations Centers (TOCs) of Oklahoma City and Tulsa, as well as evaluating what information is already being shared with the commercial vehicle industry through private telematics platforms. The project will establish partnerships with ODOT, city transportation and public safety agencies, and private industry stakeholders to design and implement a unified, standards-compliant data exchange framework. Following the design phase, the team will develop and deploy the OpenRoad Link data feed, ensuring compliance with existing national standards and verifying data accuracy and reliability. A pilot deployment will be conducted in collaboration with a trucking company using a selected in-cab device to deliver actionable, real-time information directly to CMV drivers.  

Anticipated outcomes include improved safety for CMV drivers, a reduction in secondary crashes, enhanced freight reliability, and a validated proof-of-concept for scalable public-private data exchange. By producing a replicable model for collaboration between state DOTs and private-sector technology providers, the project aims to accelerate national adoption of interoperable safety data systems and promote safer, more efficient freight transportation. ]]></description>
      <pubDate>Tue, 06 Jan 2026 08:59:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646948</guid>
    </item>
    <item>
      <title>Wheels for All: Ensuring Equitable Access to Dockless Mobility in Los Angeles</title>
      <link>https://trid.trb.org/View/2611473</link>
      <description><![CDATA[As the Los Angeles Department of Transportation (LADOT) embarks on a one-year dockless mobility pilot program, both LADOT staff and the residents they serve have raised concerns over equity and access. Dockless mobility refers to dockless or free-floating bicycles, electric bicycles, and electric scooters available for short-term rental that have begun to proliferate in cities across the country. LADOT staff have permitted eight companies with an accumulated 36,000 vehicles. Because the distribution of scooters across Los Angeles neighborhoods is far from even, LADOT staff are currently using CalEnviroScreen 3.0 to identify disadvantaged communities where regulations incentivize operators to deploy their scooters. However, CalEnviroScreen 3.0 is a metric developed to identify communities likely affected by environmental injustices and as such prioritizes environmental exposure factors over those that may affect transportation access. The purpose of this project is to first address the CalEnviroScreen limitations in analyzing dockless mobility equity by developing an access-focused Dockless Equity Map that locates the most socioeconomically and access disadvantaged communities in Los Angeles. LADOT staff could then produce regulations that promote enhanced dockless outreach and service in these areas. I constructed this map using data on socioeconomic characteristics (e.g. poverty level, race, etc.) and spatial access indicators (e.g. job accessibility by transit, car ownership, etc.). The Dockless Equity Map includes areas in the San Fernando Valley, East Los Angeles, South Los Angeles, and the Harbor that may be the most appropriate targets for dockless mobility equity policies. While developing an appropriate Equity Map is a crucial step, simply dropping scooters in underserved areas will not translate to equitable access. The final section of this report identifies actions that LADOT staff can take during the one-year pilot and beyond to ensure equitable access in the Dockless Equity Map areas. Through interviews with community-based organization representatives, I developed the following recommendations: 1) engage with residents in the Dockless Equity Map target areas in order to educate them on dockless mobility, 2) utilize data collected during the one-year pilot to set specific equity goals, and 3) address infrastructure and safety concerns.]]></description>
      <pubDate>Sat, 06 Dec 2025 15:35:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611473</guid>
    </item>
    <item>
      <title>Braking Force Distribution Strategy for Brake-by-Wire Systems:
                    Enhancing Safety and Redundancy</title>
      <link>https://trid.trb.org/View/2571665</link>
      <description><![CDATA[
                
                Brake-by-wire (BBW) systems, characterized by fast response, high precision, ease
                    installation, and simplified maintenance, are highly likely to become the future
                    braking systems. However, the reliability of BBW is currently inferior to that
                    of traditional hydraulic braking systems. Considering ECE R13 regulations,
                    actuator reliability, and braking efficiency, this article first proposes a new
                    braking force distribution strategy to prevent braking failure and enhance
                    vehicle safety without modifying the actuator itself. The strategy reduces the
                    operating frequency of rear actuators during low- and medium-intensity braking,
                    thereby extending their service life and operational reliability. Then, the
                    co-simulation model combining Simulink and AMESim was established for simulation
                    validation based on direct drive braking actuator. Additionally, the
                    real-vehicle test platform was built for typical braking scenarios. The
                    simulation and experimental results show that this strategy significantly
                    reduces the operating rate of rear actuators while maintaining braking
                    performance. This ensures that the rear actuators have a longer service life and
                    can be used for emergency braking. In the event of front actuators’ failure, the
                    rear actuators can provide the necessary and emergency braking force, thereby
                    enhancing the overall safety of the vehicle.
            ]]></description>
      <pubDate>Tue, 08 Jul 2025 10:47:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571665</guid>
    </item>
    <item>
      <title>Spatial drone path planning: A systematic review of parameters and algorithms</title>
      <link>https://trid.trb.org/View/2526924</link>
      <description><![CDATA[After the outbreak of COVID-19 pandemic and the increase in online shopping and e-commerce, the use of drones for logistics has sharply increased. Such an increase raises two questions: (1) What spatial parameters were used to optimize drone paths? (2) How do the algorithms used for drone path planning differ in their input information, type of vehicles and outputs? Seeking answers to these questions, this study systematically reviews the 72 studies on path planning of logistic drones. The authors identify seven types of strategic design factors – i.e. spatial parameters of drone path optimisation: (i) demand, (ii) climate, (iii) infrastructure, (iv) regulations, (v) safety, (vi) public acceptance and (vii) drone technology. They also identified three properties differentiating algorithms used for spatial allocation of drone paths, i.e. tactical design factors: (i) input information types – i.e. static vs. dynamic; (ii) vehicle type – i.e. drone-only vs. drone-vehicle models; (iii) solution types - i.e. single solution vs multiple solutions. Lastly, the implications of these findings are discussed in light of expected technological developments in AI and battery endurance, and conclusions on future spatial planning systems embracing drone-based logistics are made.]]></description>
      <pubDate>Thu, 17 Apr 2025 16:55:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2526924</guid>
    </item>
    <item>
      <title>Certification of Connected and Automated Vehicles for Vulnerable Road Users</title>
      <link>https://trid.trb.org/View/2440019</link>
      <description><![CDATA[The autonomous systems industry in the Pittsburgh region supports 14,900 jobs and $ 1.2 billion in total labor income. It is estimated that within five years, the industry’s total scale will reach $ 10 billion. The key powerhouse is the development of connected and autonomous vehicles (CAVs). Albeit this huge opportunity, one hurdle to this transformative change is the concern of safety. Between 2013 and 2020, 31 states and the District of Columbia enacted legislation related to autonomous vehicles. The impact of state action is starting to manifest through the attraction of efforts that test autonomous systems to regions across the country as companies continue to advance their platforms. Numerous advancements have been developed to mitigate safety risks. For example, simulation tools, closed test grounds, and open corridors have been deployed by companies and universities. 

A critical research topic in safety is the evaluation of safety for vulnerable road users (VRUs), such as wheelchair users, people with strollers, vision-impaired people, service-dog users, and e-scooter users. Failure to ensure those people’s safety may result in criticism and backlash from the public and also objection and pushback from regulators. The primary goal of this project is to address this gap by designing and implementing a systematic CAV evaluation certificate program, along with simulation and physical tools, for VRUs.

This objective presents two challenges: (1) the limited data availability; (2) the lack of mature hardware for testing. The research team plans to address these by leveraging two strengths. 
The first strength is their expertise in multi-fidelity Generative Artificial Intelligence (AI). To provide stringent assessment, the team will leverage their previous work on adversarial, knowledge-based, and data-driven scenario generation to create extensive critical scenarios that pose significant risks to VRUs. PI Zhao has experience in utilizing large language models (LLMs) in autonomous vehicle (AV) legal behavior monitoring. To ensure the coverage of scenarios required by regulations and policies, the team will use similar approaches to assist the scenario design. The team will also utilize their previous work in accelerated evaluation to boost efficiency. These approaches are intended to mitigate the first challenge. 

The second strength is the expertise in both the automotive and robots. The team possesses the expertise to design systems with both autonomous vehicles and VRUs operated by robots. The team will develop a platform that can carry balloon pedestrians/wheelchair users in different terrains and mimic e-scooter users with their wheeled and legged robots. This will offer the advantage of agility and efficiency for self-reconstruction in the event of collisions. Testing robots developed in this project could serve as initial products for a spin-off start-up. 

In the next five years, Pittsburgh will encounter increasing competition from regions with signature state and regional initiatives that support autonomy applications. To maintain its position, Pittsburgh must establish programs to reinforce its current innovation ecosystem and root emerging companies and talent in the region. The team believes this project will establish a unique strength in the CAV safety evaluation area and secure Pittsburgh’s leading role in the field of autonomy. ]]></description>
      <pubDate>Sun, 13 Oct 2024 08:48:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2440019</guid>
    </item>
    <item>
      <title>Driving change: A comprehensive meta-analysis of community benefits in MaaS deployments across urban and rural landscapes</title>
      <link>https://trid.trb.org/View/2431893</link>
      <description><![CDATA[In the current study, a meta-analysis is performed to synthesize the results of 61 original articles from 2000 to 2022 to quantitatively evaluate the community’s benefits in terms of users and the public sector of a general Mobility as a Service (MaaS) deployment both in rural and urban areas. Results show that such a deployment would be effective in terms of improving accessibility, safety, energy efficiency, employment opportunities, and reducing traffic congestion, but that spatial and temporal contexts play an important role. Moreover, higher community benefits could be reached, and these are the key recommendations, if (i) there is a focus on developing MaaS applications, particularly catering to the booking and shared system needs of disabled individuals, (ii) an expansion of novel mobility services is advanced to areas currently underserved by MaaS, and (iii) MaaS approaches are implemented to further reduce energy consumption, boost employment, and alleviate traffic congestion. The findings have implications for transport users, calling for the introduction of subsidy policies, tax regulations, and redefining public transport to propel MaaS progress. Regional authorities are encouraged to create favorable conditions for MaaS deployment, including improving transport infrastructure to support the mobility system. As MaaS gains traction as a viable alternative to personal vehicles, involving all stakeholders becomes crucial for the success of the emerging MaaS ecosystem.]]></description>
      <pubDate>Mon, 30 Sep 2024 08:43:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431893</guid>
    </item>
    <item>
      <title>SSRLM: A self-supervised representation learning method for identifying one ship with multi-MMSI codes</title>
      <link>https://trid.trb.org/View/2428429</link>
      <description><![CDATA[It is of great practical significance for maritime safety and shipping development to achieve “One Ship with One Maritime Mobile Service Identity (MMSI) Code” in accordance with regulations. However, the current “One Ship with Multiple MMSI Codes” violation identification method lacks practicability and generalization. Aiming at the these problems, this paper proposes a self-supervised representation learning model for the “One Ship with Multiple MMSI Codes” abnormal behavior recognition task, named SSRLM. Firstly, the authors construct a new dataset about “One Ship with Multiple MMSI Codes”, named HN_MulMI. Secondly, the SSRLM model learns the contextual interdependencies among different trajectory features in the HN_MulMI dataset through an unsupervised pre-training scheme, and extracts a dense vectorial representation of the ship’s motion trajectories. Finally, by using the unique characteristics of the “One Ship with Multiple MMSI Codes” trajectory sequence, the SSRLM model captures its feature dependencies through a fine-tuning scheme to accomplish the abnormal behavior detection task. Experimental results in the two scenarios of HN_MulMI test set demonstrate that the proposed model outperform the state-of-the-art models in recent years, the average precision, recall and F1-score rates is up to about 99.26% and 93.5%. Meanwhile, the authors also conducted comparative experiments on three public datasets to verify the generalization performance, achieving 90.31%, 93.2% and 95.14% results in the F1 score evaluation indicators, further confirming the good recognition performance of the SSLLM model. Finally, the authors' model has been applied to the actual scene and achieved good results.]]></description>
      <pubDate>Mon, 30 Sep 2024 08:43:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2428429</guid>
    </item>
    <item>
      <title>Handbuch Rollstuhlbeförderung bei Ausschreibungen</title>
      <link>https://trid.trb.org/View/2404110</link>
      <description><![CDATA[Menschen im Rollstuhl werden aus unterschiedlichen Gründen durch einen Dienstleister mit Fahrzeugen befördert, die hinsichtlich ihrer Zugänglichkeit und der Sicherheit auf die spezifischen Anforderungen der Zielgruppe eingerichtet sind. Dazu gehört beispielsweise, dass die Person im Rollstuhl mit dem Rollstuhl gesichert werden muss, wenn Rollstuhlnutzende ihren Rollstuhl nicht verlassen und sich auf einen regulären Fahrzeugsitz umsetzen können. Eine derartige Beförderungsleistung muss von Einrichtungen, die die Eigenschaft eines öffentlichen Auftraggebers im Sinne des Paragrafen 99 Nummer 2 des Gesetzes gegen Wettbewerbsbeschränkungen (GWB) erfüllen, ausgeschrieben werden. Als Auftraggeber von Beförderungsleistungen für Menschen mit Behinderungen kommen grundsätzlich alle Einrichtungen in Betracht, deren Auftrag die Betreuung dieser Personenkreise ist und die aus öffentlichen Mitteln finanziert werden. Aber auch für private Dienstleister, für welche die Vorgaben für eine Ausschreibung nicht greifen, kann eine Ausschreibung der Leistungen sinnvoll sein, um Qualitätskriterien für die Dienstleistung zu definieren und verschiedene Anbietende bewerten zu können. Um eine optimale Ausschreibung für Fahrdienstleistungen zur Rollstuhlbeförderung formulieren und die angebotene Leistung bei der Vergabe bewerten zu können, ist neben den Kenntnissen im Vergaberecht ein solides Grundwissen über rechtliche, technische und organisatorische Zusammenhänge erforderlich. Erst mit einem ausreichenden Hintergrundwissen ist es ausschreibenden Stellen möglich, eine für ihre Zwecke geeignete Fahrdienstleistung für die Rollstuhlbeförderung auszuschreiben und potenzielle Auftragnehmer hinsichtlich ihrer Eignung und angebotenen Leistung sachlich zu bewerten. Der Bericht gibt einen ausführlichen Überblick über die verbindlichen rechtlichen, technischen und organisatorischen Zusammenhänge und gibt darüber hinaus Empfehlungen, an welchen Stellen weitergehende Anforderungen an die Qualität der Dienstleistung zweckmäßig sind. Anschließend wird ausführlich beschrieben, welche formalen und inhaltlichen Aspekte im Rahmen der Ausschreibung und Vergabe sowie der Vertragsgestaltung zu berücksichtigen sind. Abschließend werden Hinweise auf weitergehende Informationsangebote gegeben. Die Kernpunkte der zusammengetragenen Erkenntnisse und Empfehlungen wurden anschließend in eine Broschüre „Handbuch Rollstuhlbeförderung bei Ausschreibungen“ überführt. Mit der Broschüre soll Interessierten ein kompakter und leicht verständlicher Leitfaden zum Thema bereitgestellt werden. Das Handbuch soll die wesentlichen Schritte und Informationen für die Ausschreibung und Vergabe von Beförderungsdienstleistungen für Rollstuhlnutzende darstellen und aufführen, wo entsprechende Informationen gefunden werden können. (A) ABSTRACT IN ENGLISH: For various reasons, wheelchair users are transported by a service provider using vehicles that are set up to meet the specific requirements of the target group in terms of accessibility and safety. This includes, for example, the need to secure the person in the wheelchair with a wheelchair tiedown and occupant-restraint system, if wheelchair users cannot leave their wheelchair and transfer to a regular vehicle seat. Such a transport service must be put out to tender by institutions that fulfil the quality of a contracting authority within the framework of legal regulations. In principle, all institutions whose mandate is the care of this group of persons and which are financed from public funds can be considered as contracting authorities for transport services for persons with disabilities. But also for private service providers, for whom the requirements for a tender do not apply, a tender for the services can make sense in order to define quality criteria for the service and to be able to evaluate different providers. In order to be able to formulate an optimal tender for wheelchair transport services and to evaluate the offered service when awarding the contract, a solid basic knowledge of legal, technical and organisational contexts is required in addition to knowledge of public procurement law. Only with sufficient background knowledge it is possible for tendering bodies to tender for a wheelchair transport service that is suitable for their purposes and to objectively evaluate potential contractors with regard to their suitability and the service offered. The report presents an overview of the binding legal, technical and organisational contexts in detail and also makes recommendations as to where further requirements for the quality of the service are appropriate. This is followed by a detailed description of the formal and substantive aspects to be taken into account in the context of tendering and awarding as well as in the drafting of contracts. Finally, references to further information services are given. The key points of the findings and recommendations were then translated into a brochure entitled “Handbook on Wheelchair Transport in Tenders”. The brochure is intended to provide interested parties with a compact and easy-to-understand guide on the topic. The handbook is intended to present the essential steps and information for tendering and awarding transport services for wheelchair users and to list where relevant information can be found. (A)]]></description>
      <pubDate>Wed, 24 Jul 2024 08:00:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404110</guid>
    </item>
    <item>
      <title>New Mobility And Road Infrastructure: A PIARC Technical Report</title>
      <link>https://trid.trb.org/View/2367075</link>
      <description><![CDATA[PIARC has been concerned, for some time, about the challenges and opportunities presented by Connected and Autonomous Vehicles for Road Network Operators. These were explored by two Task Forces (B.1 and B.2) between 2018 and 2020 but have now been overtaken by the rapid and disruptive development of a wider range of technologies, digital tools and mobility services. The new forms of mobility comprise the new types of vehicle and technologies that are starting to appear on streets and highways, as well new ways in which those vehicles are being used; including customer proposition, asset ownership, on-demand and shared services. A broader review of new mobility concepts and their impacts on road and transport infrastructure was therefore required which led to the need for a new Task Force 2.1 (New Mobility and Its Impacts on Road Infrastructure and Transport) which formed and commenced work in July 2022. A wide range of emerging conclusions are presented. In the very long-term, new mobility initiatives will have a significant impact on the planning, design, construction, and operation of road infrastructure. By considering these implications, supporting practical Operational Design Domains, and adapting to the changing transportation landscape, road network operators (RNOs) can make more limited changes to support early deployment and contribute to the development of more efficient, sustainable, and resilient transportation systems. C-ITS offers numerous benefits for improving road network operation, enhancing safety and smoothing traffic. A collaborative approach is highly recommended to maximize C-ITS effectiveness, including establishing public-private initiatives and joint strategies to collect, share and utilise data from vehicles and road users on a consistent and efficient basis. Issues such as communication design, resource allocation, and redundancy in system-crucial components also need to be considered. The transition to Mobility-as-a-Service (MaaS) concepts requires the consideration of interconnected issues such as road safety, sustainable mobility, prioritising use of assets and road space, and relies upon collaboration among stakeholders across the private and public sectors. Compliance with regulations and standards, which also require adaptation, is crucial to achieving the right balance between safety, innovation, reliability, consumer trust and standardized dissemination of information. Understanding user needs and addressing social implications are if the desired impacts and benefits are to be achieved. Finally, innovative mobility solutions will have a range of implications for the future design and operation of physical road infrastructure, although significant uncertainty currently exists on precise adaptations required. New mobility will also generate a range of financial, commercial, business model, social and development impacts which must be carefully considered so that innovation can be encouraged whilst promoting public value, inclusivity, and sustainable outcomes. Whilst this applies to countries at all stages of development, the use cases, business cases and capacity of road operators to support new delivery models will be very different in LMICs compared to High Income countries.]]></description>
      <pubDate>Tue, 21 May 2024 16:54:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367075</guid>
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    <item>
      <title>A multi-objective model to design shared e-kick scooters parking spaces in large urban areas</title>
      <link>https://trid.trb.org/View/2348690</link>
      <description><![CDATA[In recent years, the micromobility and the usage of shared electric kick scooters (e-kscooters) have been constantly growing, especially for systematic and recreational trips in large urban areas. Micromobility might be seen as a well-suited last-mile solution by providing a flexible travel service connection with public transport and MaaS (Mobility as a Service), in general. However, there is a need for implementing adequate regulations regarding safety aspects and shared e-kscooter parking locations, but also for meeting the user requirements. The choice of optimal shared e-kscooter parking locations could help decision-makers to regulate unmanaged dock-less shared e-kscooter parking spots that could generate issues for other road users. To this end, in this paper, a novel multi-objective Micromobility Maximal Coverage Parking Location model (M-MCPL) is developed. The model has been solved by applying an elitist Genetic Algorithm that returns the optimal shared e-kscooter parking locations based on the following objective functions: i) the maximization of the population coverage; ii) the maximization of multimodal accessibility coverage (i.e., bus, railway, and metro modes); iii) the maximization of the attraction coverage considering the most relevant points of interest for each corresponding zone in large urban areas. The proposed M-MCPL model has been applied to the case of Rome (Italy) and results suggest priorities for the shared e-kscooter parking locations design. Furthermore, the proposed model is flexible and can be considered as a decision support tool for decision-makers when planning dedicated services in different large urban areas. For that purpose, the authors conducted the sensitivity analysis by focusing on the single-objective model in which decision-makers might be interested in providing only high accessibility to transport services or maximizing potential demand.]]></description>
      <pubDate>Fri, 29 Mar 2024 10:02:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2348690</guid>
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      <title>The long journey to equity: A comparative policy analysis of US electric micromobility programs</title>
      <link>https://trid.trb.org/View/2326111</link>
      <description><![CDATA[Inequities that individuals and groups experience among transport and access opportunities remain unresolved. The systemic nature of these inequities suggests they will be reproduced even in new, innovative mobility systems intended to solve disparities. To better understand how the reproduction of inequities in transportation systems innovations might be prevented, theories of equity are reviewed and used to conduct a comparative analysis of a set of policies devoted to electric micromobility (EMM) devices (e-bikes and e-scooters) in 16 US cities. The focus of the analysis is on whether and how the policies used to pilot and implement EMM and other shared mobility systems address equity concerns. The authors' results reveal that cities at the forefront of piloting EMM systems have provided useful lessons to others further behind the implementation curve. These lessons are of many types, including co-learning with other agencies, conducting research and pilots in advance of developing and enacting EMM policies or service models, and responding to equity demands. Their findings also suggest that policies for EMM devices tend to over-rely on public safety concerns to motivate their enactment. They contend that mobility equity stakeholders should reframe such public safety concerns within broader policy discourses around mobility inequities/injustices and their mitigation strategies, which must be explicitly delineated in the implementation plans and regulations for EMM and other urban shared mobility systems.]]></description>
      <pubDate>Tue, 06 Feb 2024 15:03:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2326111</guid>
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      <title>Railroad Investigation Report: Beyond Full Implementation: Next Steps in Positive Train Control</title>
      <link>https://trid.trb.org/View/2286543</link>
      <description><![CDATA[In this report, the National Transportation Safety Board (NTSB) examines current positive train control (PTC) and PTC-related technologies and regulations. The report includes work already performed across existing NTSB accident investigations, additional information from interviews, and public sources to provide a clear, accurate representation of the current state of PTC. The report considers PTC's capabilities, limitations, safety goals, and safety performance. The report provides analysis of safety issues impacting four areas: restricted speed operations, end-of-track collisions, switching mode, and work zone protection on active tracks. The report notes promising but not yet mature technologies that may improve PTC's safety performance and considers the role regulations may play in expanding and realizing PTC's potential to further advance rail safety. As a result of this investigation, the NTSB has made safety recommendations to the Federal Railroad Administration.]]></description>
      <pubDate>Mon, 13 Nov 2023 09:00:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2286543</guid>
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